Updated Audi RS3 confirmed for 2017 Geneva motor show

Audi RS3 hatchback

The Mercedes A45 4Matic rival gets an extra 33bhp over the previous-generation model and a revised gearbox

An updated Audi RS3 hatchback has been revealed prior to a public debut for the BMW M140i xDrive and Mercedes-Benz A45 4Matic rival at the Geneva motor show early next month.

Following the step taken by the new RS3 saloon, the 2017 model year RS3 hatchback adopts a heavily re-engineered variant of Audi’s turbocharged five-cylinder direct-injection petrol engine, which is claimed to create even sharper acceleration without any detriment to fuel consumption.

Billed as the world’s most powerful series production five-cylinder engine, the transversely-mounted 2.5-litre unit adopts a series of new developments, including a lighter but stiffer aluminium crankcase in place of its predecessor’s steel crankcase. It also receives a new dual injection process, Audi’s patented valve lift system and a new freer flowing exhaust among other changes.

Power has increased by 33bhp over the previous RS3 hatchback engine to 394bhp, while torque is extended by 11lb ft to 354lb ft between 1700 and 5850rpm. This provides Ingolstadt’s revised hyperhatch with 59bhp but 15lb ft less than the turbocharged 3.0-litre in-line-cylinder powered M140i and 18bhp and 4lb ft more than the turbocharged 2.0-litre four-cylinder propelled A45 4Matic.

The increased reserves are channelled through a revised version of Audi’s seven-speed double clutch S-Tronic gearbox with new software mapping and an electro-hydraulically actuated multi-plate clutch quattro four-wheel drive system, providing the upgraded RS3 with a claimed 0-62mph time that is 0.2sec less than its predecessor at 4.1sec. As before, top speed is limited to 155mph, though it can be increased to 174mph at the request of the customer.

By comparison, the M140i xDrive and A45 4Matic run 0-62mph in a respective 4.6sec and 4.2sec, while both posses the same nominal limited 155mph top speed.

At 34.0mpg, the new Audi Sport model’s claimed combined cycle fuel consumption remains the same as before, endowing it with average CO2 emissions of 189g/km.

The reworked RS3 hatchback receives a 20mm wider front track and sits 25mm lower than the standard A3 hatchback. It also receives standard 310mm diameter steel brake discs front and rear, those at the front allied to eight piston calipers. Though as before, customers can specify optional carbon-ceramic front discs. The standard wheel and tyre package, meanwhile, combines 19-inch cast alloys with 235/35 rubber all round.

The dynamic properties of RS3 can be altered via a standard Audi Drive Select system, which allows the driver’s to choose between three different modes: Comfort, Auto and Dynamic. It varies the properties of the steering, gearbox, throttle mapping and exhaust flaps. A firmer RS Sport suspension, featuring adaptive damper control, is available as an option.

The new RS3 hatchback is visually distinguished from its predecessor by a redesigned front bumper. In incorporates a reworked six-corner grille featuring a restyled high gloss black honeycomb insert, a larger frame in brushed aluminium look – the lower second of which carries the lettring “quattro”, and larger RS3 badge. There are also larger air ducts and a more prominent splitter element.

Further changes have been made to the headlamps, which are altered in shape in line with the rest of the facelifted A3 line-up. They come with LED projectors as standard, with Audi’s matrix LED units offered as an option.

At the rear, the RS3 hatchback receives a reworked spoiler atop it tailgate at the rear together with altered tail lamp lenses and a restyled bumper featuring a new diffuser insert and large oval tailpipes.

In line with the rest of the facelifted A3 hatchback line-up, the interior of the 2017 RS3 hatchback can be enhanced with Audi’s virtual cockpit display. It replaces the standard analogue instruments, featuring a model specific RS setting with a central tachometer along with torque, G-force and tyre pressure gauges. When the gearbox is switched to manual mode, it also the high resolution display also prompts the driver to upshift with a colour display.   

Source: Autocar Online

Updated Audi RS3 hatch confirmed for 2017 Geneva motor show

Audi RS3 hatchback

The Mercedes A45 4Matic rival gets an extra 33bhp over the previous-generation model and a revised gearbox

An updated Audi RS3 hatchback has been revealed prior to a public debut for the BMW M140i xDrive and Mercedes-Benz A45 4Matic rival at the Geneva motor show early next month.

Following the step taken by the new RS3 saloon, the 2017 model year RS3 hatchback adopts a heavily re-engineered variant of Audi’s turbocharged five-cylinder direct-injection petrol engine, which is claimed to create even sharper acceleration without any detriment to fuel consumption.

Billed as the world’s most powerful series production five-cylinder engine, the transversely-mounted 2.5-litre unit adopts a series of new developments, including a lighter but stiffer aluminium crankcase in place of its predecessor’s steel crankcase. It also receives a new dual injection process, Audi’s patented valve lift system and a new freer flowing exhaust among other changes.

Power has increased by 33bhp over the previous RS3 hatchback engine to 394bhp, while torque is extended by 11lb ft to 354lb ft between 1700 and 5850rpm. This provides Ingolstadt’s revised hyperhatch with 59bhp but 15lb ft less than the turbocharged 3.0-litre in-line-cylinder powered M140i and 18bhp and 4lb ft more than the turbocharged 2.0-litre four-cylinder propelled A45 4Matic.

The increased reserves are channelled through a revised version of Audi’s seven-speed double clutch S-Tronic gearbox with new software mapping and an electro-hydraulically actuated multi-plate clutch quattro four-wheel drive system, providing the upgraded RS3 with a claimed 0-62mph time that is 0.2sec less than its predecessor at 4.1sec. As before, top speed is limited to 155mph, though it can be increased to 174mph at the request of the customer.

By comparison, the M140i xDrive and A45 4Matic run 0-62mph in a respective 4.6sec and 4.2sec, while both posses the same nominal limited 155mph top speed.

At 34.0mpg, the new Audi Sport model’s claimed combined cycle fuel consumption remains the same as before, endowing it with average CO2 emissions of 189g/km.

The reworked RS3 hatchback receives a 20mm wider front track and sits 25mm lower than the standard A3 hatchback. It also receives standard 310mm diameter steel brake discs front and rear, those at the front allied to eight piston calipers. Though as before, customers can specify optional carbon-ceramic front discs. The standard wheel and tyre package, meanwhile, combines 19-inch cast alloys with 235/35 rubber all round.

The dynamic properties of RS3 can be altered via a standard Audi Drive Select system, which allows the driver’s to choose between three different modes: Comfort, Auto and Dynamic. It varies the properties of the steering, gearbox, throttle mapping and exhaust flaps. A firmer RS Sport suspension, featuring adaptive damper control, is available as an option.

The new RS3 hatchback is visually distinguished from its predecessor by a redesigned front bumper. In incorporates a reworked six-corner grille featuring a restyled high gloss black honeycomb insert, a larger frame in brushed aluminium look – the lower second of which carries the lettring “quattro”, and larger RS3 badge. There are also larger air ducts and a more prominent splitter element.

Further changes have been made to the headlamps, which are altered in shape in line with the rest of the facelifted A3 line-up. They come with LED projectors as standard, with Audi’s matrix LED units offered as an option.

At the rear, the RS3 hatchback receives a reworked spoiler atop it tailgate at the rear together with altered tail lamp lenses and a restyled bumper featuring a new diffuser insert and large oval tailpipes.

In line with the rest of the facelifted A3 hatchback line-up, the interior of the 2017 RS3 hatchback can be enhanced with Audi’s virtual cockpit display. It replaces the standard analogue instruments, featuring a model specific RS setting with a central tachometer along with torque, G-force and tyre pressure gauges. When the gearbox is switched to manual mode, it also the high resolution display also prompts the driver to upshift with a colour display.  

Read more: 

History of the Audi RS – picture special

Audi RS model range to double by 2018

Source: Autocar Online

Fully electric AMG models ‘not impossible'

 SLS Electric Drive

SLS Electric Drive

Mercedes’ R&D boss has stated that electrifying AMG models isn’t out of the question, and that the SLS Electric Drive was “a know-how builder for AMG”

Mercedes is looking into an electric future for its AMG models, initially through hybridisation but with the prospect of AMG versions of the company’s forthcoming EQ electric sub-brand.

“I don’t think they are opposite extremes,” Ola Kallenius, Mercedes’ R&D boss, said at the Detroit show. “AMG has always been about driving performance and offering customers a superior experience, but at the same time — and I think this is the sweet spot of AMG — they are cars you can really drive every day. Electrification will find its way into AMG. It’s not impossible that you’ll have a fully electric version or an AMG variant of an EQ.”

Early electrification will be through the 48V mild hybrid system that Mercedes is set to roll out across its new generation of engines. Kallenius in effect confirmed this will also make it to AMG’s V6 and V8 motors.

Beyond that, the company is seriously considering a new range of fully electric performance cars, with Kallenius keen to point out it has already produced the SLS Electric Drive, which was sold in limited numbers in 2013.

“The SLS Electric Drive was a preview of what the future could look like,” he said. “That was a research project, a know-how builder for AMG to get our heads around electrification. It’s just a matter of time until we go more and more electric.”

In addition, the Formula 1- engined Project One hypercar will include the energy recovery system of its race-winning sister. “You can’t win the world championship without a superior electric motor,” Kallenius said.

Source: Autocar Online

Audi e-tron electric SUV to arrive in 2018 with 310-mile range

Audi e-tron quattro concept

The 2015 Audi e-tron quattro concept previewed Audi’s first dedicated EV model

Long-range all-electric SUV will arrive in 2018 to spearhead Audi’s new EV offensive

Audi’s first all-electric model, the e-tron SUV, will go on sale next year with a range of more than 310 miles. 

A senior Audi executive claims this will be “the first real premium manufacturer doing a premium electric SUV”, even though Jaguar’s I-Pace is also due next year. Audi sales and marketing boss Dietmar Voggenreiter said at the recent Detroit motor show that the e-tron project is on track. He confirmed that the e-tron is an SUV sized between the Q5 and Q7, but closer to the Q5, and it is closely related to the e-tron concept from the 2015 Frankfurt show. “That concept is quite close to the series production car,” he added. 

Voggenreiter confirmed that the e-tron will be built on a development of the electrified platform Porsche is using for its Mission E electric saloon

Voggenreiter said Audi has chosen to launch the e-tron next year because that is when battery technology will be mature enough to offer a range more more than 500km (311 miles). This figure is “crucial”, he said, because consumers won’t accept less. 

The charging infrastructure should also be more extensive next year — another key reason for choosing a 2018 launch date. “A 400km to 500km range must be possible and we must have a fastcharging infrastructure,” said Voggenreiter. “Both things are coming in 2018. The battery energy density is there and there is a lot of charging infrastructure in Europe, the US and Asia.” 

Voggenreiter said Audi was involved through the Volkswagen Group and with rival firms such as Ford, BMW and Daimler in ensuring there’s a fast-charging network for longer-range EVs to use.

“It’s not our job to invest in charging points,”  he said. “We are pushing and organising this, though, and working with partners on it.” 

He referred to the ‘chicken and egg’ situation of limited charging infrastructure to date: there has been no need for third parties to install chargers because there are not enough cars to use them, and vice versa. “No cars, no infrastructure, but in the next two years there are lots of investments,” he said. 

Audi has opted not to launch its electric cars under a sub-brand like BMW with its i models and Mercedes-Benz’s future EQ range. Instead, it is using ‘e-tron’, which has been a suffix on electrified Audis, as a model name in its own right. It is intended as a stand-alone, milestone launch model to introduce the technology in a strategy used by Audi with ‘quattro’ in the 1980s. 

Speaking last year about the e-tron name, Audi boss Rupert Stadler said: “It is comparable to the first Audi Quattro, which was known simply as the Quattro. In the long term, the name ‘e-tron’ will stand for a pure electric driveline structure.” 

Voggenreiter said the e-tron name will be used on a range of follow-up electric and plug-in hybrid vehicles, where it will appear mostly as a suffix, as with the A3 e-tron. It’s likely Audi’s next-generation models, which will start with the A8 this summer, will each get electric versions. The A8 e-tron is most likely to be the first candidate. 

An SUV body is important for the e-tron because it is the most on-trend bodystyle, said Voggenreiter. “A lot of customers have been asking when we’ll bring this car to market,” he said. “There is certain demand in the premium segment and we’re not being first to market for the sake of it; it’s the right product. It’s a real SUV, with Audi design language.” 

Voggenreiter suggested the Audi range of e-tron models will get slightly different styling from the Marc Lichte-designed new look that will be rolled out across the rest of the line-up, starting with the A8

“E-trons are close to the designs of Marc Lichte but in different packages,” he said. “There isn’t an engine in the front…” 

The size of the e-tron suggests it’s a Q6 in all but name, but Voggenreiter hinted the Q6 was a separate project altogether. He cited speculation that the Q6 should be a “fourdoor coupé SUV” based on the Q5 in a similar style to the Q8 being spun off the Q7. But he said the e-tron isn’t the Q6, because it’s “not a four-door coupé SUV. It’s a sporty SUV”.

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Source: Autocar Online

Comment: Donald Trump and emissions regulations

Comment: Donald Trump and emissions regulations

With Trump being 4 weeks into his Presidency, how are things looking for our industry and emissions regulations?

Shall we talk about The Donald? We should, given that one of the first things he did as president of the United States was to order the deletion of the ‘climate’ section from the White House website.

His vision of the US’s energy future is, to put it mildly, rather different from that of Barack Obama and could have far-reaching implications for the car industry. Could, but won’t. The Obama administration said its Climate Action Plan would “help prepare for the impacts of climate change and lead international efforts to address climate change”. But on the web page where those statements were published now sits the equivalent of a TV test card.

President Trump is, the White House says, “committed to eliminating harmful and unnecessary policies like the Climate Action Plan”. He is “committed to clean coal technology” and will “refocus the Environmental Protection Agency” away from climate and toward “its mission of protecting our air and water”.

Trump’s energy policy is less about climate change (“I believe in it, but [regulation] is out of control”) and more about money and specifically with Americans making it. “We’ve been held back by regulations on our energy industry,” he says. “Lifting these restrictions will greatly help American workers, increasing wages by more than $30 billion over the next seven years. We must take advantage of the estimated $50 trillion in untapped shale, oil and natural gas reserves.”

Which means what, exactly, for the car industry? Trump has already met with leading car makers and outlined how he wants them to build new car plants in the US. Their share prices rose as a result. If less burdened by environmental restrictions, one colleague of mine said it’ll be “V8 engines for all”, not entirely in jest.

It won’t, though, will it? Every American who wants a V8 has already got one. This isn’t a nation noted for choosing 1.6-litre diesels over 2.0-litre petrols. And California (for now) retains its right to set whatever emissions limits it likes. So while Trump’s protectionist financial policy might focus some production into the US, and car and fuel taxes might influence some American car buyers, the car industry is a global entity whose environmental dealings transcend any one country’s leader.

It takes a car maker three to four years to develop a new car, then that car remains on sale for seven or eight years, and the chances are it, or its derivatives, will be on sale around the world, where climate policy is at odds with Trump’s. Business must go on as usual, with a contingency to be flexible about production of some engines to meet local demands. Just like now, really.

So while you might come out of a meeting with Trump with a flea in your ear about where you might locate your next factory, you’re shaping an industry whose products will be on sale two decades from now. I believe that if you’re an engineer who can invent a carbon dioxide capture mechanism superior to the tree, the world is yours. But climate change, greenhouse gases and the car industry’s approach to them will be around for a lot longer than the 45th president of the United States.

Read more: 

Donald Trump versus the car industry

Donald Trump may ditch ‘onerous’ US fuel economy laws

Source: Autocar Online

Nissan found guilty of using diesel emissions cheat device in South Korea

Nissan Qashqai

Nissan has denied any wrongdoing, but the South Korean government has ruled the Renault-built 1.6-litre diesel engine cheated emissions tests

Nissan has been found guilty of using a ‘cheat device’ on the Renault-sourced 1.6-litre diesel engine on the British-built Qashqai SUV sold in South Korea, the country’s government has ruled.

The Japanese manufacturer insists it has complied with regulations.

“We are disappointed with the court’s decision,” a statement from Nissan said.

“Nissan Korea maintains that it has complied with all existing regulations and did not use an ‘unjustified arbitrary setup’ or an illegal defeat device in the Euro 6 Qashqai.”

The South Korean government however ruled that the so-called device lowered nitrogen oxide emissions under testing, leading to excess nitrogen oxide emissions when the system deactivated under normal driving conditions.

The Qashqai models that have been affected were built in the UK and used 1.6-litre diesel engines from sister-brand Renault. Qashqai sales in South Korea have been halted and 814 models have been recalled.

Nissan was fined around £300,000 last year after being accused of cheating on its emissions tests, but refuted the claims and later sued the government’s environment ministry.

When it was originally accused the manufacturer strenuously denied accusations by the South Korean government that it had used an emissions defeat device.

The South Korean government independently tested real-world emissions of 20 diesel cars in the wake of the VW scandal, and it was believed the cheat device discovered was linked to Nissan’s emissions-reducing Exhaust Gas Recirculation (EGR) system, which stopped operating when the engine’s temperature reached 35 degrees Celsius.

“Usually, some cars turn off the emission reduction device when the temperature reaches 50 degrees Celsius, to prevent the engine from overheating,” a government spokesman said at the time. “The Qashqai was the only vehicle that turned it off at 35 degrees.”

Source: Autocar Online

Pininfarina to unveil H600 saloon concept at Geneva

H600

Italian design house will showcase the H600 concept with Hong Kong-based Hybrid Kinetic Group

Pininfarina will unveil a new luxury saloon concept, the H600, at the Geneva motor show with Hybrid Kinetic Group.

The Italian design house, which is thought to be plotting a production EV sports car, has designed and manufactured the concept for the Hong Kong-based electric vehicle company.

Italian coachbuilders: why it’s not the end of the road

Little has been revealed about the concept, but a short press release said it will have the “perfect combination of pure design and eco-friendly technology” with a “new energy propulsion”, hinting at a potentially all-electric powertrain.

A picture was released with the preview, showing the sleek rear of the luxury saloon wearing the Hybrid Kinetic Group’s badge.

Read more Geneva motor show news

Among the Hong Kong electric vehicle company’s portfolio is an electric bus and a car that can be fuelled on bio-alcohol, propane and natural gas.

Pininfarina, which was acquired by Indian giant Mahindra last year, will also be showcasing a sports car concept at Geneva developed with two-time F1 and Indy 500 champ Emerson Fittipaldi.

Source: Autocar Online

Why former boss Ferdinand Piech left Volkswagen in 2015

Ferdinand Piech

Piech’s career spanned the creation of the Porsche 917 to become the head of the supervisory board

Previously celebrated for saving the manufacturer from bankruptcy in 1993, the former boss is now facing legal action from Volkswagen

Before the VW diesel emissions scandal became public knowledge, we reported in April 2015 on Ferdinand Piech’s surprise ousting from the company and the legacy he left behind. Read the article below:

Nobody could have predicted – or hoped – that Ferdinand Piech’s association with the car maker founded by his grandfather would end in such a dismal manner.

An emergency meeting of Volkswagen’s supervisory board was called on Saturday 25 April; the location a regional airport in northern Germany, not far from VW’s Wolfsburg HQ.

It proved to be the final destination for Piech after nearly half a century at the heart of Porsche (founded by his grandfather Ferdinand Porsche after WW2) and Volkswagen, the brand that grew out of the Beetle, a car originally designed by Ferdinand Porsche.

Piech made his name as the engineer behind the Porsche 917, and the strategic and engineering mind behind the long-term reinvention of Audi as a premium brand. His merciless approach oversaw quattro, pioneering aerodynamic design, the benchmark construction quality of the Mk 4 Golf and the ultimate road car engineering of the Bugatti Veyron.

He was also widely celebrated in Germany for saving VW from potential bankruptcy and mass job losses when he took over the ailing VW brand in 1993.

He built up the VW Group by bringing in new brands – notably Skoda, which has become a significant success – and driving VW, from the back seat for the last 13 years, to become the world’s second largest car maker.

His tenure came to an unexpected end when he was accused by members of the board of trying, for a second time within two weeks, to overthrow his long-time collaborator Winterkorn.

It was the second meeting since Piech, chairman of the supervisory board, had attempted to destabilise Winterkorn.

At the beginning of April, Piech had been quoted in the German press as saying he was “no longer aligned” with Winterkorn. Based on Piech’s previous record of expelling senior figures he felt had failed, this kind of understated comment was widely understood to mean Piech wanted to see Winterkorn replaced, and quickly.

The result was to throw VW into an immediate management crisis (German companies pride themselves on consensual management) which saw the supervisory board meeting confirm that Winterkorn was safe as the VW Group boss. The statement even described Winterkorn as “the best of VW”.

Piech had, for once, failed to get his own way, being forced to sign up to the supervisory board’s statement of support.

A few days later, however, rumours within VW began swirling that Piech had refused to accept defeat and was lobbying to get Matthias Mueller to replace Winterkorn.

At the Braunschweig airport meeting it seems the supervisory board finally turned as one on Piech, and he and his wife – who was also a board member – resigned.

Although it will probably never become public knowledge, there is probably more to Piech’s ousting than meets the eye. For a start, the VW Group is not in the best shape, despite being the world’s second biggest car maker.

VW brand profit margins are just 2.6%, and the VW Group is almost completely propped up by the huge profits being made by Porsche and Audi. VW is also, by the standards of Toyota, significantly overmanned, with some hundreds of thousands more employees than the Japanese company.

The VW brand is still a minnow in the US (unlike Toyota) and sales have been sliding backwards as VW management completely mishandled the need to roll out as many SUV and crossover models as possible, as soon as possible.

VW is also spending huge amounts of money rolling out its MQB factory programme across the world, which is proving extremely expensive.

Based on what’s known about Piech’s taste for competition, he’s probably not pleased that Audi has no rival for the i3 and i8 which, arguably, gives BMW the look of the current automotive technology leader.

More to the point, Piech faced both the Prime Minister of Lower Saxony and the company’s union representatives on the supervisory board. It’s hard not to conclude that Piech’s main solution for fixing VW woes was much more aggressive cost-cutting and job losses via a VW Group boss who was willing to force these moves through.

Germany’s consensual industrial system is designed to prevent just such dramatic moves, however. It was Piech’s success in turning VW around during the 1990s that made him so popular with local government and unions.

I suspect it is Piech’s instinct that VW – and particularly the VW brand – is once again oversized and overweight, and needs to be resized for future prosperity. It’s no surprise, then, that the same groups who praised him for growing the company are duty bound to prevent him trying to shrink it.

The Piech-Porsche family has long seen Porsche and VW as its baby. Indeed, the history section of the Porsche Holding website tells a very interesting story.

It says that in the immediate aftermath of WW2, while Ferdinand Porsche was interned by the Allies in France, his daughter Louise and her brother Ferry moved to “prevent their father’s life work [Porsche engineering and the People’s Car] from the threat of seizure by the occupying powers”.

In my view, Piech still has this fierce familial loyalty to the family firm. His attempt to use his long-standing hold over VW to trigger a new direction failed spectacularly as even members of the extended Porsche family are thought to have stood against him.

If Piech thinks his grandfather’s industrial legacy is at medium-term risk, however, he is not going to sit back and watch it happen. 

I once managed to speak to Piech, in Qatar, which was a rare event. I wondered what was the point of VW Group being the biggest car maker in the world. He took me by the elbow and pointed skywards. “There are always targets, even unto the stars”, he said.  

I very much doubt that the master strategist has now walked away into retirement.

Source: Autocar Online

Volkswagen considers legal action against former boss Ferdinand Piech

Ferdinand Piech

Ousted boss allegedly told senior VW figures of the emissions scandal months before it became public, but the manufacturer has denied those claims

Volkswagen could take legal action against ousted chairman Ferdinand Piech after reports suggested he informed senior members of the board of the emissions scandal six months before it became public.

It is alleged that in March 2015 Piech told then-boss Martin Winterkorn and members of the board’s steering committee about the cheating of diesel emissions tests, but VW refutes the claim.

Dieselgate: one year on

Volkswagen released a statement on Wednesday saying: “The supervisory board of Volkswagen AG emphatically repudiates the assertions made by Ferdinand Piech as reported recently in the media.

“All affected members of the executive committee of the supervisory board, acting independently of each other, have unequivocally and emphatically rejected all assertions made by Ferdinand Piech as untrue.

“The board of management will carefully weigh the possibility of measures and claims against Mr Piech.”

Volkswagen added it will not comment on ongoing investigations.

Piech, who is the grandson of Ferdinand Porsche, left the company in April 2015 and Winterkorn followed in the wake of dieselgate five months later.

Winterkorn is currently facing an enquiry into his role in dieselgate, but he maintains he had no direct involvement in the decision-making process behind the emissions cheating software.

How Piech left VW in 2015

The initial media reports against Piech have not been verified and some members of the steering committee at the time, including Berthold Huber who took over as interim boss after Piech’s departure, have publicly denied they were informed of the cheat devices.

The emissions scandal has so far cost Volkswagen around £15bn in recalls, fines and compensation and resulted in worldwide diesel-emissions investigations involving other manufacturers.

Source: Autocar Online

2018 Porsche Cayenne – new spy pictures

Porsche Cayenne

Next-generation Cayenne will be based on the same platform as the new Audi Q7 and an all-electric powertrain could be offered

A development mule for the next Porsche Cayenne has been spotted testing again, ahead of a possible launch later this year.

The latest pictures show a less disguised Cayenne than before, with the new front and rear on show displaying daytime running lights in the front bumper.

Our sources believe the next-generation model could gain an all-electric powertrain, as previewed by the Mission E, but Porsche has so far remained tight-lipped about the possibility.

Porsche has produced a new range of turbocharged engines for its latest 911 range and our sources suggest much of that technology development will be transferred into the large SUV. Its sister car, the Audi Q7, has recently gained smaller, more efficient engines across its line-up, giving some indication of what could feature in the 2018 Cayenne.

The car was previously captured on video testing at the Nürburgring dressed in current-generation Cayenne bodywork. Beneath the familiar exterior in the video is new underpinnings because this mule is being used to test chassis components and settings.

Earlier development cars have been spotted running inside the Arctic Circle as part of cold weather testing.

Although the mules have all been dressed in current-generation Cayenne bodies, the finished next-generation model is expected to gain a more aggressive front-end treatment and sleeker tail-lights, as seen on the Audi Q5-based Porsche Macan.

Source: Autocar Online

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